Anti-hot gas ingestion compound propulsion system



M. TRUPP 3,484,060

HOT GAS INGESTION COMPOUND PROPULSION SYSTEM Dec. 16, 196-9 ANTI- Filed July 51, 1967 2 Sheets-Sheet l i 222 lv INVENTOR MASO N TRU PP ATTORNEY Dec. 16, 1969 M. TRUPP 3,484,060

ANTI-HOT GAS INGESTION COMPOUND PROPULSION SYSTEM Filed July 31, 1967 2 Sheets-Sheet 2 i/zoz 20o FEB. 3

FEG. 5

/Y l 221 J ;i 2 250 ii 233 1 2 1 I 36 245 31-1 INVENTOR MASON TRUPP BY M22 ATTORNEY nited States Patent 3,484,060 ANTI-HOT GAS INGESTION COMPOUND PROPULSION SYSTEM Mason Trupp, 310 Blanca Lane, Tampa, Fla. 33606 Continuation-impart of application Ser. No. 514,190,

Dec. 16, 1965. This application July 31, 1967, Ser.

Int. Cl. B64d 27/16 US. Cl. 244-53 4 Claims ABSTRACT OF THE DISCLOSURE A biconcave flying saucer whose conformation results in a continuous airfoil; the central attenuated section of which is contained therein a propulsion system which includes a whirling console of engines to produce an organized spiral thrust, the console attached to the saucer being an 'umbilical standard, and an improved shelf and locking mechanism to reduce stress on the airframe and accomplish anti-hot gas ingestion by its propulsion system; and with reaction jets to provide for and prevent precession as desired.

CROSS-REFERENCE TO RELATED APPLICATION This application is a continuation-in-part of patent ap plication Ser. No. 514,190 filed Dec. 16, 1965, now US. Patent 3,345,777.

BACKGROUND OF THE INVENTION Field of the invention The present invention pertains to the field of aeronautics for propulsion systems as defined in class 244, subclasses 54 and 62.

Description of the prior art The prior art includes the following prior patents: 3,250,495, 3,250,496, 3,323,759.

Some of the differences or advantages that the present invention has over these prior patents is as follows:

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a top plan view illustrating one embodiment of the present invention.

FIG. 2 is an enlarged sectional view taken on the line 2-2 of FIG. 1.

FIG. 3 is an enlarged sectional view taken on the line 33 of FIG. 1.

FIG. 4 is an enlarged sectional view taken on the line 4--4 of FIG. 3.

FIG. 5 is an enlarged sectional view taken on the line 5-5 of FIG. 4.

DESCRIPTION OF THE PREFERRED EMBODIMENT Attention is directed to the drawings wherein the numeral 200 indicates the anti-hot gas injection compound propulsion system of the present invention which may consist of a biconcave arcuately shaped body member 201 which is adapted to have generally curved top and bottom surfaces 202 and 203. By biconcave is meant a configuration and conformation that results in a continuous airfoil, and wherein the central attenuated section has contained therein a propulsion system. The outer and inner edge portions 204 and 205 of the body member 201 are generally tapered as shown in FIG. 2 for example. The central or intermediate section of the body member 201 is somewhat enlarged in configuration or cross-section as indicated by the numeral 206.

Portions of the interior of the body member 201 may be hollow as indicated by the numeral 207, and horizontal and vertical wall partitions or wall members 208, 209, 210 and 211 may be arranged in the hollow interior 207 to define separate chambers or compartments 212, 213, 214, 215 and 216, and these chambers or compartments can be used for various purposes such as passenger purposes, cargo storage areas, fuel zone areas or the like. The numeral 217 indicates windows that may be arranged adjacent certain of these compartments to permit passengers to have observation therethrough if desired or required. The numeral 218 indicates a pilot compartment or chamber whereby operators of the device 200 can be conveniently seated in the compartment 218, and suitable controls are adapted to be arranged conveniently accessible to the compartment 218 for controlling operation of the present invention. Or, the present invention can be operated by a remote control arrangement or the like.

The central portion of the body member 201 is open as indicated by the numeral 219. The numeral 220- indicates a recessed area or portion of the body member 201, and an umbilical standard 221 is pivotally or swingably mounted adjacent the recessed portion 220 and the standard 221 includes an extension or section 222 that has a pivot shaft 224 extending through an end thereof, and the shaft 224 may be supported by bearings. One or more fuel lines are adapted to convey fuel from a source of supply to and through the hollow interior of the shaft 224 for a purpose to be later described. The standard 221 further includes a generally offset or angularly arranged section 223. The standard 221 is adapted to have passageways 245 therein to permit fuel to flow therethrough in order to supply fuel for a compound jet propulsion unit which is indicated generally by the numeral 228. The present invention includes a shelf which is in the nature of a rim attached to and bonded to the central portion of the air frame to which the console can be positioned and applied by cylinders which would relieve the Weight of the console on the umbilical especially when the craft is parked.

The compound jet propulsion unit 228 consists of a console 230 rotatably mounted on extension 223 of standard 221. A plurality of engines 231 are mounted in the console 230, and the numeral 232 indicates fuel passageways or conduits which are adapted to be used for supplying fuel to the engine 231 through an area such as central passageway 233.

There is further provided for the present invention a locking means or mechanism 234 which consists of members such as hydraulic cylinders 235 that are adapted to have hydraulic lines or conduits 236 connected thereto, and the numeral 237 indicates a reciprocal ram or piston which is adapted to be actuated or moved in and out by the pistons 235. The rams 237 are mounted for sliding movement, and the interior ends of the rams 237 are adapted to selectively engage recesses or grooves 239 in the rotating console 230, and by means of this locking feature the console 230 can be either permitted to rotate or else the console 230 can be locked against rotation.

As shown in the drawings, there is provided reaction jets 240 that are adapted to be pivotally mounted on a suitable location such as adjacent the outer edge portions of the body member 201 as at 241. The reaction jets on the airframe are necessary for two important and unique reasons: First, in a flying saucer with a spinning internal console of engines the reaction jets are used to prevent precession. Second, in diving on a target and pulling away from it, or in an aircraft dog fight, the reaction jets by producing precession allows the aircraft to constantly observe his target or his foe constantly and is better able to direct his fire power, etc. against either the target or his foe. No other aircraft design can accomplish this. In FIG. 3 the numeral 242 indicates schematically or diagrammatically the organized thrust produced by the present invention.

The numeral 243 indicates an annular rim which is arranged contiguous to and formed integral with or secured to the inner edge portion of the body member 201.

From the foregoing, it will be seen that there has been provided a unit or anti-hot gas ingestion compound propulsion system or device which has important differences and advantages over prior devices such as those shown and described in prior Patents Nos. 3,250,495, 3,250,496 and 3,323,759, as well as prior patent application Ser. No. 514,190.

In use, with the parts arranged as shown in the drawings, it is to be noted that passengers, cargo, fuel and the like may be arranged in the compartments or chambers 213, 214, 215 and 216. Fuel can be supplied from one of these compartments or from a different location or different source to the hollow shaft 224, and then through suitable passageways 245 in the standard 221, and this fuel will then flow or be pumped out through the passageways 232 to the engines 231 whereby the engines 231 can be operated in the desired manner. These engines 231 are suitably mounted in the rotary console 230', and the combined thrust from the engines 231 provides the compound reaction thrust as indicated by the numeral 242 in FIG. 3 in order to drive the unit or craft 200 in the desired manner.

There is further provided the locking mechanism 234 which can be used for selectively preventing rotation of the console 230. The locking mechanism 234 may consist of a plurality of hydraulically actuated cylinders 235 which are adapted to have hydraulic lines 236 connected thereto, whereupon upon action of suitable controls, hy-

draulic fuel can be moved into or out of the cylinders 235 to expand or retract rams 237. With the rams 237 re.- tracted in the cylinders the inner ends of the rams are out of engagement with the grooves or recesses in the console 230 so that the console 230 is free to rotate. Similarly, with the rams 237 expanded or moved outwardly from the cylinders 235, the outer ends of the rams 237 will be moved into locking engagement with the recesses 239 of the console 230 so as to prevent rotation of the console 230.

As shown in FIG. 3, the standard 221 which carries compound jet propulsion unit 228, can pivot or swing about an axis extending through the shaft 224 whereby the compound jet propulsion unit 228 can be arranged either in the solid line position or broken line position in FIG. 3 or it can be arranged in intermediate positions, and this provides an effective means for guiding the craft as well as providing a means for assuring variable thrust at different desired times or periods of operation. In addition, due to the previously described construction of the 4 hollow shaft 224, passageways 245 and associated parts fuel will be supplied to the engines 231 regardless of the titled position of the standard 219 and the compound jet propulsion unit 228.

As shown in FIG. 5 the section 223 of the standard 221 has ports or openings 250 therein through which the fuel can flow into a duct or passageway such as the passageway 233. The numeral 251 indicates a tip or end piece which is suitabiy connected to an end of the section 223, and bearings 252 are provided for the end piece 251. In FIG. 5 the numeral 253 indicates inlet air or gas openings for the engines 231. As shown in the drawings, the body member 201 has openings 238 adjacent the rim 243 whereby the rams 237 can selectively move or slide through the openings 238 and into and out of engagement with the recesses 239 of the console 230.

Furthermore, it is to be noted that the parts can be made of any suitable material and in different shapes or sizes as desired or required.

It will be seen that there has been provided a propulsion system or mechanism which uses a console that whirls to produce an organized spiral thrust and wherein the centrifugalizing thrust of the spinning jet console results in a total thrust that is greater than the sum of the individual thrust of each jet engine and which offers important and novel advantages over conventional propulsion systems, integrated propulsion systems, aircraft and the like. Aiso, the propulsion system of the present invention produces a total noise level that is less than the sum of the individual noise level of each of the jet engines. There is also provided an integrated propulsion aircraft system in which hot air ingestion by the individual jet engines is avoided regardless of the altitude at which the craft is operated thereby improving the stability of flight. Further, there is provided an integrated propulsion aircraft system wherein speeds up to subsonic rates can be safely and effectively accomplished at near ground level in para-highway ultilization applications. Also, there is provided an integrated propulsion aircraft system wherein a continuous wing adds effectively to stability, and a spinning console of engines inertially controlled through the X Y Z axes provides effective guidance of the device.

The present invention also provides an engine system whose spinning action is obtained by canting one of a plurality of engines or by sequential and asequential starting of similar or hybrid engines. Further, there is provided an engine system whose spinning action improves and reduces the problems of engine fueling since the fuel arrives at the central area of the console such as the area 233 and is forced by centrifugalization to the plurality of engines 231.

The present invention also can be used to provide a VTOL system for aircraft and surface effect vehicles. In addition, there is provided a rim system including the rim 243 wherein the weight of the console of engines is supported by the airframe in its shelved position in line, so as to reduce the stress against the standard 221 which supplies the fuel, ignition, lubrication, etc. to the console system. In flight the standard is the tether by which the airframe follows the inertially guided spinning console system, and on landing and takeoff the additional weight of the console and engines is supported by rim 243 attached to the airframe and not just the standard by itself.

In FIG. 1 there is shown a biconcave saucer design and a continuous wing in the center of which is incorporated the console of engines. The drawings also show the centrally fueled console, its continuous wing a well as provisions for reducing hot air ingestion by the individual engines and the shelf rims. The console 230 has an annular groove 255 therein to permit the pins or rams 237 to move in until openings 239 are reached.

The aircraft or vehicle 200 is illustrated as a biconcave continuous wing design or saucer configuration and includes the annular body member 201, and the numeral 243 indicates a circular rim that is attached to or formed integral with the inner arcuate portion of the saucer, to which the engine console can be locked in landing and takeoff to prevent hot air ingestion.

The numeral 240 indicates reaction jet mechanisms to prevent precession. Each reaction jet is controlled a adjusted by gyroscopic controls and sensors of conventional construction, such as those shown in prior Patent No. 3,228,001, so as to maintain the reaction jet generally perpendicular to the plane of the console.

FIGS. 2 and 3 also illustrate how the spinning console can be lowered from its in-line position to the distorted or broken line position so that movements in the X Y Z axes is below the aircraft surface and thrust gases at high temperature will not blast wing surfaces or other areas.

With the present invention the plenum effect presented by the biconcave design is desirable from several aspects. On takeoff and landing which are critical situations for all aircraft the biconcave design acts as a compound inlet and ejection profile for a plurality of engines and yields greater safety and the aircraft itself acts similar to a venturi nozzle preventing excessive dissociation of thrust at critical points of takeoff or touch down. Further, integration of the engine console into the continuous lifting body airframe in the in-line position prevents hot air ingestion and serves to maintain the gradient of temperatures between engne inlet and outlet which maintains or affects the eifetctiveness for thi particular engine design and on which the jet engine maintains its superiority over other types of engines.

It is to be noted that in conventional aircraft the total thrust is equal to the sum of the thrust of each individual fixed widely spaced engine unit. The following equation would describe such a vehicles thrust. T=total; t= individual thrust, wherein in present day four engine transports In the present invention because of centrifugualization of the thrust Tt t+t+t+t The total thrust is greater than the summation of individual thrusts in similar manner that a compound engine of many cylinders is more efficient than the same number of cylinders that are not compounded; viz, the jet engine can be thought of as a single engine with a pointed cylinder.

In conventional aircraft total noise is equal to the sum of the noise of each individual fixed widely spaced engine unit, and the following equation would describe such a vehicles noise: T=total; n=individual noise, wherein in present day four engine transports In the present invention because of the centrifugalization and intertwining of noise components It is to be noted further than the usual aircraft requires a myriad of fuel tubes, pipes, valves and pumps in a labyrinthine projection to each engine, whereas in the present invention fuel is transported to the center of the console and centrifugalization force feeds the individual engine units. Also, the present invention makes available a rapid transport system that can be used in the central, currently untraversed unused portions of the interstate highway systems. The inclusion of staging areas along the interstate system will allow up to subsonic speeds and is clearly advantageous over wheeled or other vehicles which are propelled over track or in tubes or on a monorail, and the like.

In the present existing current VTOL vehicles including tilt wing vehicles and small fighter planes and other experimental models all have one fault in common, and that is the perimeter of housing of the jet engine is so small at the critical period of operations that gradient of temperature between inlet and outlet approach each other because at near ground level operation hot gases are reflected from landing surfaces and are easily ingested into the engine intake profile. With the present invention the inlet profile for the critical period of takeoff and landing is separated by the complete plane and vertical dimensions of the entire aircraft and as such offers the maximum protection against hot gas ingestion and maintains the gradient of differences in temperature between intake and outlet in a compound engine System or mechanism. The spinning console is constructed to become inertially or electronically positioned by conventional means such as that shown in prior Patent No. 3,242,821 in the shelf rim whenever hot gas ingestion is detected by heat sensor devices within the inlet profile. The inertial function may be performed by electronic sensors or means which are conventional, for example, such as those shown in prior Patent No. 3,228,001, and which are not part of the present invention.

In the drawings the numeral 246 indicates a canted jet nozzle used to initiate console spin. The console of engines can be inertially or electronically positioned against the shelf rim 243 to prevent hot gas ingestion. On takeoff and landing, the console is inertially or electronicaliy positioned to prevent hot gas ingestion, and as soon as safe altitude is reached console spin is initiated for greater thrust.

The terms and expressions which I have employed are used in a descriptive and not a limited sense, and I have no intention of excluding such equivalents of the invention described, or of portions thereof, as fall within the purview of the claims.

I claim:

1. In an anti-hot gas ingestion compound propulsion system, a biconcave body member having curved top and bottom surfaces and an enlarged intermediate section and inner and outer tapered edge portions, said body member having a hollow inner portion provided with partitions and wall members defining chambers and compartments, the central portion of said body member being open, there being a recessed portion in said body member, a standard pivotally connected to said body member adjacent said recessed portion, and said standard adapted to have fuel flow therethrough, a compound jet propulsion unit including a rotatably mounted console, a plurality of engines mounted in said console, fuel passageways in said console connected to said engines, a central duct in said console having said fuel passageways communicating therewith receiving fuel from said standard, a pivot shaft mounting for said standard, and said pivot shaft mounting adapted to have fuel flow therethrough, locking means comprising cylinders having rams operatively connected thereto, said recessed portion providing a shelf rim on said body member, there being selectively registering openings in said rim and console for selectively receiving said rams reaction jets pivotally mounted on the outer edge of said body member.

2. A biconcave flying saucer having a conformation resulting in a continuous airfoil, the central attenuated section of the saucer having contained therein a propulsion system that includes a whirling console of engines to produce an organized spiral thrust, the console being attached to the saucer by an umbilical standard, a shelf and locking mechanism for reducing stress on the airframe of the saucer and for accomplishing anti-hot gas ingestion by its propulsion system, and reaction jets providing for and preventing precession.

3. The structure as defined in claim 2, wherein the console includes a plurality of engines, and wherein the total thrust is greater than the sum of thrust of each 7 8 engine because of centrifugualization of the thrust, as References Cited iaggimvigcalllillledthrlzlyst the following equation: T=total; t: UNITED STATES PATENTS 3,282,534 11/1966 Serriades 24442 4. The structure as defined in claim 2, wherein the 5 MILTON BUCHLER, Primary E mi r console includes a plurality of engines, and wherein because of centrifugalization and interwining of noise com- PITTENGER Asslstant Exammer ponents, the total noise is less than the noise of noise U S C1X,R of each engine as exemplified by the fol owing equation: 24412, 23 T=t0tal; n=individual noise. 10 

